40 km/h speed limits in high volume pedestrian areas

40 km/h speed limits in high volumepedestrian areasA guide to identifying and implementing 40 km/h speed limits in high volumepedestrian areas

Feb/05RTA/Pub. 04.322

ISBN 1920907165

Roads and Traffic Authority

For further enquiries:

www.rta.nsw.gov.au

13 22 13

Stock No 4722

page 1

1. Introduction 2

1.1 Current position 2

1.2 40 km/h speed limit guideline 2

1.3 Funding 2

1.4 Maintenance 3

1.5 Initiating a 40 km/h speed limit 3Non-classified roads 3Classified roads 3

2. Criteria for selection 4

2.1 Step 1: Identification of a high volumepedestrian road/area 4

2.2 Step 2: Selection of treatment options 5

Treatment 1 - Gateway treatment 6

Treatment 2 - Gateway and trafficcalming on local and regional roads 6

Treatment 3 - Gateway and trafficcalming on state roads 7

Treatment 4 - Separation of pedestrian and vehicular trafficon state roads 7

3. Implementation process 8

3.1 Consultation 8

3.2 Retrofitting of 40 km/h speed limits 8

3.3 Safety audits 8

3.4 Post installation review 8

4. Engineering works 94.1 'Pedestrian activity' plate and 40 km/h

gateway signage 9

4.2 40 km/h speed limit repeater signs 9

4.3 End sign posting and adjoining speed limits 10

4.4 Typical 40 km/h speed limit layout 10

4.5 Traffic calming treatments 10

4.6 Traffic signals 11

5. Implementation process - public education 115.1 Public education resources 11

5.2 Funding 12

5.3 Timing 12

6. Frequently asked questions 12

7. Appendices 13

Contents

page 2

1. IntroductionVehicle speed is a major factor in pedestrian injuries and fatalities, especially in areas thathave a high number of pedestrians.This is despite the fact that NSW has experiencedmajor road safety improvements in the past few years.

This document details the use of 40 km/h speed limits in areas of high pedestrianactivity. The criteria for identifying 40 km/h speed limits are provided. In addition,possible treatment options and the implementation process (including engineeringand public education components) are detailed.

This guide is primarily for Roads and Traffic Authority (RTA) and council officersinvolved in identifying areas suitable for, and implementing, 40 km/h speed limits inhigh volume pedestrian areas.

The use of 40 km/h speed limits at work sites, outside schools and adjacent toschool buses is not addressed by this document.

1.1 Current positionCurrently 40 km/h speed limits have been installed onroads that have traffic calming devices installed or on roadsthat 'naturally' restrict the vehicle speed. The 40 km/h speed limits are used on local, regional and state roads.

The current NSW Speed Zoning Guidelines detail the use of40 km/h speed limits on roads that have traffic calmingdevices installed.

In addition the RTA authorises:

• 40 km/h speed limits at all schools (during specific hours).

• 40 km/h school bus speed limits (when the wig-waglights flash).

• 40 km/h work zone speed limits.

1.2 40 km/h speed limit guidelineThis 40 km/h speed limit guideline is intended for use inareas with high numbers of pedestrians on local, regionaland state roads.

Consideration of a 40 km/h speed limit is appropriate in:

• Central Business District (CBD) areas.

• Suburban shopping strips.

• Areas where land-use or facilities generate significantpedestrian traffic (eg. beach-side/park-side reserves).

• Business areas generating significant pedestrian trafficsuch as medical centres, hospitals, and Governmentservice agencies.

1.3 FundingThe RTA will fund appropriate installation of the 40 km/hspeed limit zones on a priority basis.The level of funding issolely for traffic calming devices and is to be negotiatedwith the local council.

Local councils are responsible for the preparation of all civilengineering and facilities design for local and regional roads.Toassist the development of an effective traffic calming scheme,the RTA may assist by providing a grant to a maximum of$20,000 as required.This is for the engagement of a consultantto prepare a detailed traffic calming design and to liaise withstakeholders affected by the changes in road environment.

The RTA will review and comment on civil engineeringdesigns before the installation of any additional traffic calmingdevices commences. This occurs through the Local TrafficCommittee process and usual arrangements for the deliveryof RTA funded works.The RTA must approve all speed limitson all roads.

The RTA has the responsibility for the approval of civilengineering and facilities design on state roads.

On state roads the RTA will identify the necessary trafficcalming works and fully fund the initiative in accordancewith funding priorities.

1.4 MaintenanceOn local and regional roads, the local council is to maintainfacilities (engineering works, signs and road markings)associated with 40 km/h pedestrian zones.

On state roads the RTA will maintain facilities/treatmentsthat are installed within the carriageway and the local councilwill maintain treatments on footways and road related areas.

1.5 Initiating a 40 km/h speed limitNon-classified roadsRequests for 40 km/h speed limits may be initiated by councils,members of the public, lobby groups, the Police, Members ofParliament and the RTA. All submissions are to be made tothe RTA's Regional Road Safety Manager1. The RTA willforward all non-council submissions to the local council for consideration.

After obtaining RTA in principle agreement for funding it isimportant that requests for 40 km/h speed limits are thenprogressed through the Local Traffic Committee to obtaintheir technical comment on the traffic calming proposed.After consultation with local stakeholder groups, the requestcan then be submitted by the local council to the RTA.TheRTA will review the proposal at this stage to assess the impacton adjoining classified roads.The Manager, Road User Safety(Corporate) must assess the proposal and approve the 40 km/h scheme prior to proceeding.When the proposal hasbeen approved to proceed, funds will be made available toconstruct traffic calming schemes.

Classified roadsThe RTA manages traffic on classified roads. However,pedestrian safety in local communities is an issueappropriately addressed by both the local council and theRTA. The RTA will consider the advice of the local councilwhen considering appropriate speed limits for classified roadswith a high pedestrian volume.

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Steps to implement a 40 km/h speed limit:

1. Council to determine whether the type ofroadside development activity generatesrelatively high pedestrian volumes in the area.

2. Council examines possible treatment options(see Section 2.2) and submits draft proposalwith indicative costs to the RTA’s Regional RoadSafety Manager.

3. Stakeholder consultation.The Local TrafficCommittee provides comment on the trafficcalming proposed to support 40 km/h.Consultation occurs with relevant localstakeholders as necessary.The local council thensubmits, in writing, a proposal to the RTA’sRegional Road Safety Manager1.

4. Undertake Road Safety Audit in accordance withRTA policy guidelines. Refer TD 2003/RS03.

5. RTA’s Regional Road Safety Manager1 inconsultation with the regional Traffic ManagementManager endorses proposal after assessing itsimpact on adjoining roads.

6. The Manager, Road User Safety (Corporate) approves the 40 km/h scheme and releasesfunds for implementation.

7. RTA and council develop a signage and markingplan and initiate action to install engineering works.

8. RTA and council develop an implementationtimetable for the public education campaign,engineering works and signage installation.

9. Traffic calming scheme installed.

10.RTA and council implement the public educationcampaign (2 weeks before installation of signs).

11.Regional RTA Road Safety Manager1 authorisesa change to the speed limit signs.

12. Installation of signs and markings.

1 In some RTA regions Manager, Road Safety and Traffic Management

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2. Criteria for selection2.1 Step 1: Identification of a high volume pedestrian

road/areaThe 40 km/h speed limit is appropriate in areas with relativelyhigh volumes of pedestrians. These areas are typicallycharacterised by commercial and recreational land-uses.Criteria have been developed for assessment of the area as'high pedestrian volume'.

The area under consideration must meet the criteria inFigure 1 below.

These areas typically generate pedestrian traffic in addition tovehicular traffic. Developments which generate a high volumeof pedestrians should only be considered if access pointsdeliver pedestrians directly onto the road. For instance,modern style suburban shopping centres with large car parksmay not generate large numbers of pedestrian movements onthe road.

Identify road or area to be asessed for high volume pedestrian area

Does road or areameet one item from

category A?

Does road or areameet two items from

category B?

Does roador area meet one

item from category Band two items from

category C?

Does roador area meet four or

more items fromcategory C?

Meets criteria for a pedestrian precinct treatment. Select pedestrian precinct treatment refer to section 2.2.

Category A

• Servicing a business or commercial area.• Servicing a shopping strip greater than 1km.

Category B

• Adjacent to a railway station.• Adjacent to a bus interchange.• Servicing a small shopping strip less than 1km.

Category C

• Servicing a restaurant area.• Servicing a hotel or entertainment area.• Adjacent to a social security office or medical centre.• Adjacent to a pre school.• Adjacent to a retirement village.• Servicing a sporting complex.• Adjacent to recreational area/beach or park.

Not suitable for a pedestrian precinct treatment.

Assess alternative treatments.

Yes

No

No

No

Yes

Yes

Yes No

Figure 1 Flowchart for identification of high volume pedestrian areas Criteria for identification of areas of high pedestrian activity

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If the area under review does not satisfy the criteria ofsufficiently high pedestrian traffic, the area should be monitoredfor any increases in pedestrian traffic. Other suitableengineering treatment options should also be considered.

2.2 Step 2: Selection of treatment optionsIf a road or area meets the above criteria of high volumepedestrian activity, then next step is to determine the mostappropriate treatment options.

The flow chart below will help in selection of the besttreatment option.

Select road category

Local and regional roads

Treatment 1

40 km/h area withgateway treatment.

Treatment 2

40 km/h area withgateway treatment &

traffic calming.

Treatment 3

40 km/h area withgateway & traffic calming

treatments.

Treatment 4

Install measures tomaintain vehicle

pedestrian seperation.

State roads

Does the existingroad environment

produce lowspeeds?

Is the road aPrincipal TravelRoute (PTR)?

Yes No No Yes

Figure 2 Flowchart for identifying appropriate treatment options Selection of treatment options

Treatment 1 - Gateway treatmentLocal roads in an existing low travelling speedenvironment require only a gateway treatment prior toinstallation of 40 km/h speed limit signage. Typicallythese roads have traffic calming treatments alreadyinstalled or have existing road environments thatencourages low speeds such as some roads in olderinner-city suburbs.

Suitable 40 km/h speed limit treatments in these areasinclude gateway treatments (ie. 40 km/h area signs andmarkings) and appropriate reminder treatments.Gateway treatments for this road type are shown inAppendix A and B.

If the road has been established as a low speed non-classified road, no further engineering treatment isrequired other than the reduced speed limit signs andgateway treatments.2

Treatment 2 - Gateway and traffic calming on local andregional roads

Prior to the implementation of 40 km/h speed limits onlocal and regional roads in higher speed environments,traffic calming schemes as well as gateway treatmentsmust be installed to ensure motorists comply with lowerspeed limits.

The types of traffic calming measures that can beinstalled are set out in the RTA (2000) Sharing the MainStreet Guide or Austroads (1988) Guide to TrafficEngineering Practice Part 10 - Local Area TrafficManagement as well as relevant RTA TechnicalDirections such as TDT 2001/04 Use of traffic calmingdevices as pedestrian crossings.

Additional information regarding traffic calming isincluded in Section 4.6 - Traffic calming treatments.

Daytime and Night-time speeds

Some CBD areas may have low travel speeds duringpeak travel. However travel speeds on these roads areoften much higher at other times and about 90% offatalities involving alcohol affected pedestrians happen indarkness3. The 40 km/h speed limit and traffic calmingtreatments can be suitable options for creating saferpedestrian environments at all times.

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If these areas include signalised intersections,consideration should be given to creating pedestrianpriority features such as:

• All pedestrian phase.

• Scramble crossing.

• Additional pedestrian phase time.

• Red arrow protection.

• Shorter cycle lengths.

• Pedestrian phase auto-introduction features.

A review of the signalised crossings should beconducted in consultation with Network OperationSection and pedestrian facilities provided on all legs ofeach signalised intersection in accordance with TDT2001/08. Additional information regarding signalisedintersections is included in section 4.7 - Traffic signals.

On two lane roads, priority should be given to providingpedestrian crossings (zebra) as an easily identifiedpedestrian road crossing facility in accordance with TDT2001/04 and AS 1742.10. Additional traffic engineeringdevices should be considered that support the use ofpedestrian crossings.

The entry point to these areas must consist of gatewaytreatments (40 km/h speed limit signage). Considerationshould be given to reinforcing the gateway treatmentwith a section of audio tactile paving. See Appendix Aand B for typical signage treatments.

Broughton Street, Paddington.Early subdivision forming a 'natural' low speed environment.

Belmore Street, Oatlands.Small suburban shopping strip with traffic calming treatments and40 km/h speed limits.

Wharf Street, Forster.Local road with 40 km/h speed limits and traffic calmingtreatments in regional shopping precinct.

2 NOTE: A number of modern subdivision communities have narrow shared access roads that may or may not be open to the public such as in 'gated communities' and communitieswith common property driveways.These roads may be suitable for installation of shared zones. Refer to RTA Technical Direction 2000/6 for guidance in these matters.3 Pedestrian Safety: Problem Definition and Countermeasure Summary. RTA, May 2002.

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Treatment 3 - Gateway and traffic calming on state roadsSome state roads may have traffic calming treatments.It is important to work in partnership with the RTA'straffic management sections when proposing a 40 km/hpedestrian zone on a state road.

Increasingly many older style shopping strips on stateroads are being by-passed and may eventually bedeclassified. This provides an opportunity to improvesafety and amenity for the community by implementinga traffic calming scheme and 40 km/h speed limit (seeTreatment 2).

Additional information regarding traffic calming isincluded in Section 4.6 - Traffic calming treatments.

If signalised intersections are present on these lowerorder roads, consideration should be given to creatingpedestrian priority features such as:

• Red arrow protection.


• Scramble crossing.

• Additional pedestrian phase time.

• Shorter cycle lengths.

• Pedestrian phase auto-introduction features.

A review of the signalised crossings should beconducted in consultation with Network OperationSection and pedestrian facilities provided on all legs ofeach signalised intersection. Additional informationregarding signalised intersections is included in Section4.7 - Traffic signals.

On two lane roads, priority should be given toproviding pedestrian crossings (zebra) as an easilyidentified pedestrian road crossing facility in accordancewith TDT 2001/04 and AS 1742.10. Additional trafficengineering devices should be considered that supportthe use of pedestrian crossings.

All proposed changes to state roads must be referredto the RTA's Regional Traffic Manager for concurrenceprior to conducting stakeholder consultation. If a 40km/h speed limit and traffic calming is not possible onthis length of road,Treatment 4 should be considered.

Treatment 4 - Separation of pedestrian and vehicular trafficon state roads

If the location forms part of an important state road itmay not be possible to restrict vehicular movements.The preferred option is to fully separate pedestrian andvehicular conflict points.

This can be achieved either by separation in space:

• Pedestrian fencing.

• Overbridges.

• Redirective kerb (eg. trief - redirective kerb).

• Creating safer lateral distances to parked cars.

Or by creating a separation in time:

• Pedestrian signals.


Any proposed treatments on state roads must bereferred to the RTA's Regional Traffic Manager prior toconducting stakeholder consultation who will advise onthe approach to be taken.

It should be noted that pedestrian fencing impacts on kerb-side parking and may have implications for the localcommunity. Accordingly, stakeholder consultation isparticularly important.

Great Western Highway, BlaxlandKerbside fencing adjacent to parking lanes separated fromtravel lane.

Victoria Road (old Pacific Highway),Taree.State Highway which has been by-passed as a Principal TravelRoute.The opportunity has been taken to undertake pedestrianaccess and safety works and a 40 km/h speed limit has beenintroduced.

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3. Implementation process3.1 ConsultationAn overview of the consultative model involved in theimplementation process is provided below4.

3.2 Retrofitting of 40 km/h speed limits Existing 40 km/h speed limits may either be installed in anarea or linear length of road and may or may not havetraffic calming treatments.

It is important that 40 km/h speed limits be installed insuitable low speed environments.

If traffic calming treatments have already been installed,there is a need to review the effectiveness of the schemeusing current traffic calming guidelines. If travel speeds arerestricted, the old speed limit signs can be replaced withnew speed limit signs and gateway treatments. If theexisting traffic calming treatments are inadequate(particularly in regards to limiting travelling speed) then theconsultation model detailed in Section 3.1 needs to befollowed and a suitable traffic calming scheme installed.

If there are no existing traffic calming treatments and it isnot a naturally low speed environment, it is necessary todesign and install appropriate traffic calming treatments.(see Figure 3 Consultation model and Section 4.5 Trafficcalming treatments).

3.3 Safety auditsRoad safety audits provide a means of managing road safetyby identifying risks associated with road and traffic works.Road safety audits are a device to assist project managersto ensure improved road safety outcomes.

On regional and local roads, councils are responsible fordesigning and installing traffic calming schemes. The RTAmay provide a grant for these works.The local council mustconduct road safety audits in accordance with TD2003/RS03 prior to the RTA's Road Safety Manager5

endorsing the scheme.

On state roads, the RTA will design and install all treatments.The RTA will ensure that a Road Safety Audit is conductedin accordance with TD 2003/RS03 on all RTA works.

3.4 Post installation reviewAn RTA traffic engineering officer, in collaboration with acouncil traffic engineering officer, is to inspect and reviewthe scheme within a month of installation. Elements to beinspected include:

1. Signs and markings.• Do the signs adequately inform the motorists of the

speed limit?

• Are there enough signs?

• Are the signs in prominent and unobscured positions?

• Do gateway treatments require textual paving toreinforce the 40 km/h speed limit?

2. Traffic calming scheme.• Does the traffic calming scheme adequately restrict

vehicle speeds throughout the area?

• Do service vehicles have satisfactory access to the area?

• Are there additional and suitable pedestrian crossingsinstalled?

• Does the traffic calming scheme support pedestriancrossings?

4 The RTA will ensure that the Police are fully informed of the proposed speed limit by:

1. Including Police in the community consultation phase, and 2. Forwarding a letter to the Regional Traffic Co-ordinator after receiving the initial submission from the Local Traffic Committee.5 or Manager, Road Safety and Traffic Management

Figure 3Consultation model

Request received.

Apply criteria.

Conduct community and stakeholder(including police) consultation.

Obtain local traffic committee comment on trafficcalming proposed.

Council endorses final plan.

Commence public information program(two weeks prior to installation of signs).

Post installation review.

Install traffic calming scheme.

Install signs and markings.

Council and RTA prepare a Signage and Marketing Planwhich is approved by the Regional Traffic Manager.

RTA and council develop a timeline consisting of asignage plan, engineering work, public education material

and installation.

Design detailed traffic calming scheme(including safety audit).

The Manager, Road User Safety (Corporate)approves the 40 km/h scheme and releases funds

for implementation.

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4. Engineering worksTo clearly define the 40 km/h pedestrian zone it isnecessary to install new signage and pavement markings.These are to consist of:

• Standard 40 km/h speed sign.

• 'Pedestrian activity' plate (used with 40 km/h speed sign).

• 40 km/h pavement numerals.

All pavement numerals are to be installed using coldapplied plastic according to standard RTA specifications.

Typically the life span of this product on a local road isestimated to be around seven years.

In addition, consideration should be given to installing, atsome locations, a section of audio tactile paving to clearlycommunicate the changed environment to the motorist.

4.1 'Pedestrian activity' plate and 40 km/hgateway signage

A new plate that visually highlights pedestrian activity hasbeen developed to further emphasise the reason for lowerspeed limits.The plate features a number of pedestrians andincludes the words 'High Pedestrian Activity'. The sign iseither a single plate incorporating both the speed limit signand the Pedestrian Activity sign, R4-236 (Figure 4) or R4-237 or the Pedestrian Activity plate, R9-213 (Figure 5),is attached under the standard speed limit sign, R4-1(40)(Figure 6) or R4-10(40).

4.2 40 km/h speed limit repeater signsThe standard 40 km/h speed sign R4-1(40) (Figure 6) is tobe installed at appropriate intervals as a repeater sign.Thestandard 40 km/h speed sign R4-1(40) is to be installed ata maximum interval of 500 metres on through roads.

Figure 6 R4-1(40)

The standard 'B' sized sign is to be used at all locationsincluding as gateway and reminder signs. Gateway signs areto be installed in pairs. A smaller 'A' sized sign is availablefor some locations where there is limited space and nodistracting background.

Figure 6 R4-1(40)

Figure 5 R4-1(40) and R9-213

Figure 4 R4-236

page 10

6 NSW Roads and Traffic Authority (RTA) 2000: Sharing the Main Street p517 or Manager, Road Safety and Traffic Management

Linear length of road:• On roads with limited lateral space - use

R4-1(40) with R9-213 installed below the 40 km/h sign.

• On roads with limited air space - use R4-237 sign.

Roadwork network or area:• In areas with limited lateral space use

R4-10(40) with R9-213 installed below the 40km/h AREA sign.

• In areas with limited air space - use R4-236.

For new sign details see:

• Attachment C R9-213

• Attachment D R4-237

• Attachment E R4-236

4.3 End sign posting and adjoining speed limitsArea wide speed limits must be contained andadjoining speed limits clearly sign posted. All areawide speed limits must have an 'End Area' sign R4-11(40) installed at each exit point in the area.Thespeed limit signs for the adjoining speed limit are tobe installed at the nearest practical point.

In order to minimise the number of sign posts to beinstalled, one option is to install both the end areasign R4-11(40) and the next speed limit sign (R4-1)on the same post. The 'End Area' sign R4-11(40)would be placed above the speed limit sign.

4.4 Typical 40 km/h speed limit layout A diagram showing a typical street layout for a 40 km/h pedestrian zone area is in Attachment A.The typical 40 km/h speed limit treatment for alinear length of road is in Attachment B.

4.5 Traffic calming treatmentsIn cases where the existing road environment doesnot encourage low vehicle speeds, 40 km/h speedlimits and traffic calming scheme are to be installed.It is important that traffic calming schemes bedesigned and installed to restrict vehicle travelspeeds throughout the whole speed restricted area.Accordingly individual traffic calming devices shouldbe installed at intervals no more than 80 metres.

The minimum length of road suitable to be treatedwith a 40 km/h high volume pedestrian area speedzone is 200 metres.

Typical traffic calming measures include:

• Raised threshold (Wombat crossing).

• Footpath and kerb extensions.

• Channelisation.

• Staggered carriageway.

• Managed on-street parking.

• Installation of medians.

• Traffic signal timing.

Particular consideration is to be given to installingtextured threshold treatments at gateways in 40 km/h speed limit zones.

Traffic calming treatment details are set out in theRTA's Sharing the Main Street Guide,Austroads (1988)Guide to Traffic Engineering Practice part 10; Local AreaTraffic Management Austroads (1988) Guide to TrafficEngineering Practice part 13; Pedestrians and varioustechnical directions, such as TDT 2001/04 Use oftraffic calming devices as pedestrian crossings, whichare available to be downloaded from the RTAwebsite.

All traffic calming elements are to be designed for aspeed of 25 km/h (without a median) and a speedof 35 km/h (with a median)6 and be subject to aRoad Safety Audit conducted in accordance with TD2003/RS03. The RTA's Regional Road SafetyManager7, in consultation with the regional TrafficManagement Manager, is to endorse the trafficcalming scheme prior to requesting approval for thescheme from the Manager, Road User Safety(Corporate). If approved, funds will then be releasedfor implementation.

The traffic mix must be considered when designing atraffic calming scheme. Care must be taken to ensurethat buses and other service vehicles have fullconvenient access.Key stakeholders such as councils,busoperators, taxi representative bodies, Australia Post,emergency services and waste disposal truck operatorsall need to be consulted as appropriate.

It is essential that traffic calming treatments do notdisadvantage pedestrians (particularly pedestrianconfusion about the distinction between footpathand carriageway). Refer to TDT 2001/04 Use of trafficcalming devices as pedestrian crossings.

Pedestrian crossings (zebra) are to be provided in 40km/h speed limit zones. Where possible pedestriancrossings should be raised and installed in associationwith kerb extensions. Specific devices that emphasisethe pedestrian crossing such as textured pavementtreatments should be considered.

In areas that service a high number of pedestrianswho are aged or disabled, extra traffic calmingmeasures may need to be considered viz:

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• Tactile and or coloured pavement tiles.

• Hand rails.

• Lipless transitions (from footway to carriageway).

In some cases, 7-day 24-hour speed surveys can be used toidentify mean and 85th percentile speeds at peak pedestrianvolume times. The technical specification and reportingrequirements of the speed surveys are in Appendix F.

Traffic calming schemes will be funded by the RTA andinstalled by council to ensure that the 40 km/h speed limitis economically sustainable and achieves speed reduction.

4.6 Traffic signalsThe Regional Road Safety Manager is to ensure that theManager, Network Operations is advised of all changes inspeed limits so that SCATS traffic co-ordinating algorithmsare adjusted.

A review of all Traffic Controlled Sites (TCS) within theidentified high volume pedestrian area needs to beconducted in regard to the following:

TimingThe time allocated to pedestrian phases for all TCS withinthe identified area of high pedestrian activity must bereviewed. Additional time is to be allocated to pedestrianphases if appropriate. Apart from providing additionalamenity for pedestrians, the timing will help communicateto motorists the pedestrian nature of the road.

Red arrow holdAt TCS where conflict exists between turning vehicles andpedestrian movements, full red arrow hold (for green andpart clearance) is to be considered.

Pedestrian featuresEach TCS should provide a pedestrian feature on each legof the intersection or junction in accordance with TDT2001/08. Unless it can be shown that no pedestriandemand exists for a pedestrian feature or that trafficoperations cannot accommodate the facility, a pedestriancrossing facility must be provided on each intersection leg.

PhasingThe phasing of the TCS should be assessed in order todetermine the phasing (or phasing type) that providessuperior pedestrian amenity and safety. In particularscramble (or all pedestrian) phases should be considered.Leading and trailing turn movements should be reviewedwith additional attention focused on protection foradjacent pedestrian phases.

5. Implementation process -public education

5.1 Public education resourcesTo ensure public awareness and support for 40 km/h speedlimits, it is necessary that a public education campaign beimplemented at the local level.

The campaign is to be managed by the RTA and the localcouncil using a range of resources developed by the RTAand adapted for the local community.

The RTA will manage a number of communicationelements such as:

• Variable Message Signs (VMS) (where appropriate).

• Bridge banners (where appropriate).

• Letter box drops of brochures.

The local council will manage communication strategies such as:

• Advertisements in the local press.

• Poster distribution.

• Additional distribution of brochures.

Variable Message Signs (VMS) will ensure that the (non-local) through traffic are fully aware of the proposed speedlimit.VMS are to be used in accordance with TDT 2002/11in regard to on-street placement and approved messages.The Transport Management Centre must be notified. Theapproved message is "New 40 km/h speed limit (insertlocality name) from (insert date)".VMS are to operate fora minimum of two weeks before and one week after theinstallation of signs.

Bridge banners with a generic message can be made in 5metres, 7 metres and 10 metres lengths.They can be installedin prominent locations immediately before or within the 40 km/h speed limit areas.The bridge banners should be putup only after the 40 km/h speed limit signs have been unveiled.

Interested councils will receive a media informationpackage from the RTA. The media information packagecontains the following:

• Media release from the Minister for Roads.

• Draft press advertisement.

• Sample of poster.

• Fact sheet containing frequently asked questionsand answers.

• Order form.

A CD-Rom will also be provided which has all the publiceducation materials in electronic form as well as slogans for VMS, design for banners and a generic powerpointpresentation.

To start the public education campaign the council is tocomplete an order form (provided in the informationpackage) and provide the council logo, number ofbrochures required in community languages and detailsregarding letterbox drop of brochures.

5.2 FundingThe RTA will provide a $3000 grant to eachparticipating council to support the public educationdelivery of the message at the local level.

The $3000 grant could be used for runningadvertisements in the local newspapers as well as otherlocal initiatives.

The RTA will also fund the printing and letter box dropof brochures to the local community.

The brochures will also be available in a number ofcommunity languages (Chinese, Arabic, Korean andVietnamese).

5.3 TimingCouncils are to run the advertisements in the local presstwo weeks prior to the installation of the signs.

6. Frequently asked questionsHave any other jurisdictions in Australia or overseasinstalled 40 km/h speed limits?Australia40 km/h speed limits were installed in Unley, SouthAustralia, as part of an urban speed limit trial. Followingits successful evaluation, 40 km/h speed limits have beeninstalled in 12 Adelaide council areas.

Victoria, Queensland, South Australia and the NorthernTerritory have all implemented 40 km/h in areas or onlengths of road as a road safety initiative.

InternationalIn the United States of America, 21 of 50 states haveimplemented a 25 mph (40.2 km/h) speed limits incommercial and highly populated residential areas.

As an example, California traffic regulations state that 25mph speed limit apply 'on any highway other than aState highway in any business or residence district, unlessa different limit is established'.8

In most European countries lower speed limits havebeen extensively implemented as a key pedestrian safetyinitiative. Nations such as the United Kingdom and TheNetherlands have installed 30 km/h speed limits in areaswith high number of pedestrians. Denmark (after trialing40 km/h suburban speed limits in 1996) has proceededto install 40 km/h speed limit zones.

How do I resolve issues of separating vehicle trafficand pedestrian traffic in areas where it is necessaryto provide off-peak kerbside parking?Areas that have clearways for peak-hour traffic may notbe suitable for 40 km/h treatment. In these areasseparation is the most appropriate means of providingfor pedestrian safety.

The RTA has released a technical directive TDT 2002/12based on the Australian Road Rules regarding stoppingand parking restrictions at intersections and crossings.Under these directions vehicles are not permitted tostop within 20 metres either side of intersections, within20 metres of the stop line on the approach and 10metres from the departure of marked pedestriancrossings and within 10 metres of the stop line on theapproach and 3 metres of the departure of mid-blockpedestrian crossings.

In areas of high pedestrian activity where there is off-peak parking these distances should be fenced in orderto maintain traffic separation.

Median fencing should be provided along the lengthwhere there is high pedestrian activity and off-peakkerbside parking where there is a median available.

While it is important to separate pedestrians and vehicletraffic for pedestrian safety it is also necessary to providepedestrian amenity in areas of high pedestrian activity.

Added pedestrian treatments should be installed atcrossings and intersections.

How does this guideline affect Pedestrian Access andMobility Plans (PAMP)?The RTA currently has a policy of promoting theimplementation of Pedestrian Access and Mobility Plans(PAMP).This guideline does not replace PAMP. It actuallyprovides an opportunity to supplement the objectivesof the PAMP program.

Do all proposals for the installation of 40 km/h speedzones have to go through the Local TrafficCommittee before submitting to the RTA?The installation of 40 km/h speed limits in areas of highpedestrian activity is a community led initiative and theRTA is responsible for approving speed limits on allroads. To maintain a local focus all submissions shouldcome to the RTA through the council. The Local TrafficCommittee should provide technical advice on trafficcalming devices that form part of the proposal.

Will the 40 km/h speed limits be enforced?The 40 km/h speed limits are legally enforceable.

Police will enforce the 40 km/h speed limit in the sameway that they enforce the 50 km/h and 60 km/h speedlimits. All existing speeding penalties including doubledemerit points on holiday long weekends will apply.

From whom can I obtain copies of the informationpackage?These can be obtained from the RTA's RegionalManager, Road Safety9.

Appendix B Typical linear gateway andsignage treatment.

Appendix C Pedestrian activity plate - R9-213.

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8 California Traffic Regulations Manual, 8-03.3 http://www.dot.ca.gov/hq/traffops/signtech/signdel/chp8,

October 20029 or Manager, Road Safety and Traffic Management

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Appendix A Typical area gateway and signage treatment

Appendix B Typical linear gateway and signage treatment.


Appendix D Combined sign linear treatment - R4-237.

Appendix E Combined sign area treatment - R4-236.

Appendix F Speed survey - data collection and analysis specifications.

Appendices

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Appendix A Typical area gateway and signage treatment.

page 15

Appendix B Typical linear gateway and signage treatment.

page 16


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Appendix D Combined sign linear treatment - R4-237.

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Appendix E Combined sign area treatment - R4-236.

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Appendix F Speed survey - data collection and analysis specifications.

Speed data collection and analysis40 km/h speed limits1: Speed survey locationsSpeed surveys must be conducted at points on the roadwhere traffic is typically free flowing:

• The location should be well clear of features likely toaffect the natural travelling speed of vehicles.

• The length of road should be straight.

• The road pavement should be of good quality.

Speed surveys should be conducted during normal times oftravel. Accordingly speed surveys should not be conducted:

• During school holidays or long weekends or specialcommunity events.

• If a sustained period of wet weather is expected.

• If roadworks are likely to affect drivers travelling speed.

Each speed survey location should be inspected and sitesketches prepared. Sketches should be kept so that posttreatment surveys can be conducted at the same locations.When inspecting a speed survey location the followingfeatures should be noted on the sketch:

• Number of lanes (noting that the survey will requireone pair of amphometer tubes per lane).

• Parking and turning lanes.

• Median or type of centre line.

• Anchor points such as power poles (anchor points arerequired to chain down the traffic counter).

• Reference anchor points by recording the distance tothe nearest cross street or house number.

• Record the reference numbers of power polesidentified as anchor points.

• Adjacent house numbers (if available).

• North point.

Anchor points should be identified on the road by neatlymarking the speed survey location (with spray paint)adjacent to the anchor point.

Speed surveys are conducted over seven days (five workdays and two weekend days) and over a 24 hour period.

Speed survey location information should be tabulated andtogether with sketches prepared for the contractorconducting the speed survey.

Example:

Smith Street, Jonesville 1st SS: 200m north of Smith Rd

adjacent to electricity pole T3456

(2 lanes undivided).

2nd SS: 300m south of Brown Rd

adjacent to property numbered

234 (4 lanes undivided).

3rd SS: 500m north of Jones St

(4 lanes divided).

All speed survey locations have been located to suit roadsideanchor points and have been marked on site accordingly.

2: Speed survey data collectionThe data output should consist of ASCII files with thefollowing format (Table F1).

Table F1

No. Field Example

1 Date 25/11

2 Time 16:00

3 Classification 9

4 Speed 94

• Each record (vehicle) must be one line in the data set.

• Fields to be delimited by a tab, comma or they must befixed length.

• Date stamping of each record must include the day andmonth.The year is optional.

• Time stamping (24 hour system) of each record mustbe as a minimum to the current hour, but for schoolzones time intervals must be to the current 0.25 hour (eg. Between 14:45 and 14:59 (say 14:52), this recordmay be stamped 14:45 for school zones and 14:00 forother zones).

• Each location (Survey Number) is to have a separatedata file for each direction and one for both directionscombined. On multi-lane roads each lane should beseparately recorded and output files then combinedby direction.

• All file names are to clearly identify the location, laneand direction(s) (see Table F2 following).

NOTE: RTA Trafficorder *.RTC files must be convertedto ASCII files.

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Output files requiredWhere a survey collects both traffic directions a separateASCII file is required for each traffic direction and also a filecombining both directions (ie. 3 files).Where multiple lanesare required to be surveyed separately recorded files mustbe combined into a single file for the appropriate direction(separate lane file headers to be retained for separation ata later date if required).

Each file is to be clearly labelled to indicate the surveynumber, lane number, direction and/or combined directions.

The following example naming convention should be used(Table F2):

Table F2.

Survey Number Direction Lane File name

2019 N 1 2019nl.txt

2050 Combined 2050c.txt

2049 E 3 2049e3.txt

File headers generated by the recording device should beretained at the beginning of each file and contain adescription of the site, location number, survey number andposted speed limit.

In addition the following electronic table must also becompleted (Table F3).

Table F3.

No. Field Description

1 Survey No RTA to supply for inclusion in

this table where applicable

2 Road No State Road Number

where applicable

3 Location No RTA to supply for inclusion in

this table where applicable

4 Collection Method Automatic, manual

5 Type of Equipment Type of recorders,

ie Trafficorders etc

6 Start Date Commencement date of

data collection

7 Finish Date Completion date of

data collection

8 Speed Limit Actual posted speed limit

9 Comments

Each record (survey) must be one line in the data set.

Fields to be delimited by a tab, comma or they must befixed length.

1. TrafficorderExample of RTA Trafficorder output consisting either of afixed length field or delimited by a space. Each line in thedata set represents one vehicle.

Table F4.

Date Time Cl Speed Fol

25/11 16:00 9 100 3

25/11 16:00 1 94

25/11 16:00 1 73 1

2. MetrocountExample of Metrocount output consisting either of a fixedlength field. Each line in the data set represents one vehicle.

Table F5.Axle Num Ht Date Time Dr Speed Wb Hdwy Ax Gp Rho Cl Nm Vehicle

00000017 04 2003Feb24 20:11:26 AB 67.1 2.9 45.3 2 2 1.00 1 00000020 SV o o

00000033 04 2003Feb24 20:11:55 AB 58.7 2.8 10.7 2 2 1.00 1 00000010 SV o o

0000003b 04 2003Feb24 20:12:07 AB 63.1 2.8 6.9 2 2 1.00 1 00000010 SV o o

3. Speed survey data analysis (as required)Data suppliedThe electronic data files supplied will be ASCII files andhave the following format or similar.

Table F6.

Date Time Cl Speed Fol

25/11 16:00 9 100 3

25/11 16:00 1 94

25/11 16:00 1 73 1

Files will be either fixed length (as above), tab or commadelimited.Total number of records (one vehicle per record)will depend upon the number of surveys included in thetender and the locations surveyed but usually will be in therange of 500,000 to 1,000,000 records.

Within each data file there will be header recordscontaining descriptive text, which will need to be filteredout during the analysis.

OutputThe analysis is to be conducted by using the dataprescribed in Table F8.

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For all analysis, speeds that do not meet the followingranges must be filtered out:

• Minimum speed included in the analysis is 20 km/h.

• Maximum speed for short wheelbase vehicles is240 km/h.

• Maximum speed for long wheelbase vehicles is 150 km/h.

Speeds outside these parameters are considered errorsand would adversely affect the overall results.

The data output should consist of four ASCII tables as indicated.Specifically the following variables are to be calculated.

Table F7.

Number of vehicles.

Mean speed

85th percentile speed

Standard deviation

Modal speed

Minimum speed

Max speed

Percent of vehicles exceeding speed limit(SL)

% exceed SL by 10km/h or more



Each of the variables indicated in Table F7 must becalculated for each vehicle group by day, by time and bydirectional groups (81 total possible groups) as indicated inTables F1 to 3 in Attachment F.

Electronic output tables are to be produced in accordancewith the specifications. The tables need to comply exactlywith the specifications indicated to enable up-loading intothe main RTA database.

4: Speed survey data output specificationsThe analysis output is to be provided in a commadelimited ASCII.

Output is comprised of four tables consisting of one lineper record with the fields indicated in Tables F7 to F11 tobe comma delineated. A header (field names) is to beprovided at the top of each table.Tables may be providedin Microsoft Access 2000 or Microsoft Excel. Either methodmust be able to print an output similar to the exampleprovided below.

Where the data for certain fields (eg. ID No and SurveyNo) is supplied by the RTA the consultant must add thisdata to the output tables.

Field codesThe following table describes the codes used in the fieldnames of the required tables.

Field Codes Description

All All vehicles

S Short wheelbase - AUSTROADS class 1-2

M Medium wheelbase - AUSTROADS class 3-5

L Long wheelbase - AUSTROADS class 6-12

WDD Week - Day - Daytime

WDN Week - Day - Nighttime

WED Week - End - Daytime

WEN Week - End - Daytime

ADD All - Days - Daytime

ADN All - Days -Nighttime

AD24 All - Days - 24hours

Daytime 06:00:00 - 17:59:59 hours inclusive

Nighttime 18:00:00 - 05:59:59 hours inclusive

Table F8:All vehicles combined

No. Field Description 1 Description 2

1 ID No Same as Survey No plus 0.1-N, 0.2-S,0.3-E

0.4-W and 0.5 combined eg. 2019.5

2 Survey No RTA to supply. See Annexure 1 eg. 2019

3 NumDirections 1-single direction, 2-both directions

4 Direction N,S,E,W or NS, EW etc

5 AllWDDNoVeh Number of vehicles. All vehicles,Weekday, Daytime

6 AllWDDMean Mean speed

7 AllWDDPer85 85th percentile speed

8 AllWDDStdDev Standard deviation

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9 AllWDDMode Modal speed

10 AllWDDMin Minimum speed

11 AllWDDMax Max speed

12 AllWDDExceedSPLMT Percent of vehicles exceeding speed limit(SL)

13 AllWDDExceedSPLMT>=+10 % exceed SL by 10km/h or more



16 AllWDNNoVeh Number of vehicles. All vehicles,Weekday, Nighttime

17 AllWDNMean Mean speed

18 AllWDNPer85 85th percentile speed

19 AllWDNStdDev Standard deviation

20 AllWDNMode Modal speed

21 AllWDNMin Minimum speed

22 AllWDNMax Max speed

23 AllWDNExceedSPLMT Percent of vehicles exceeding speed limit(SL)

24 AllWDNExceedSPLMT>=+10 % exceed SL by 10km/h or more



27 AllWEDNoVeh Number of vehicles. All vehicles,Weekend, Daytime

28 AllWEDMean Mean speed

29 AllWEDPer85 85th percentile speed

30 AllWEDStdDev Standard deviation

31 AllWEDMode Modal speed

32 AllWEDMin Minimum speed

33 AllWEDMax Max speed

34 AllWEDExceedSPLMT Percent of vehicles exceeding speed limit(SL)

35 AllWEDExceedSPLMT>=+10 % exceed SL by 10km/h or more



38 AllWENNoVeh Number of vehicles. All vehicles,Weekend, Nighttime

39 AllWENMean Mean speed

40 AllWENPer85 85th percentile speed

41 AllWENStdDev Standard deviation

42 AllWENMode Modal speed

43 AllWENMin Minimum speed

44 AllWENMax Max speed

45 AllWENExceedSPLMT Percent of vehicles exceeding speed limit(SL)

46 AllWENExceedSPLMT>=+10 % exceed SL by 10km/h or more



page 23


49 AllADDNoVeh Number of vehicles. All vehicles, All days, Daytime

50 AllADDMean Mean speed

51 AllADDPer85 85th percentile speed

52 AllADDStdDev Standard deviation

53 AllADDMode Modal speed

54 AllADDMin Minimum speed

55 AllADDMax Max speed

56 AllADDExceedSPLMT Percent of vehicles exceeding speed limit(SL)

57 AllADDExceedSPLMT>=+10 % exceed SL by 10km/h or more



60 AllADNNoVeh Number of vehicles.

61 AllADNMean Mean speed All vehicles, All days, Nighttime

62 AllADNPer85 85th percentile speed

63 AllADNStdDev Standard deviation

64 AllADNMode Modal speed

65 AllADNMin Minimum speed

66 AllADNMax Max speed

67 AllADNExceedSPLMT Percent of vehicles exceeding speed limit(SL)

68 AllADNExceedSPLMT>=+10 % exceed SL by 10km/h or more



71 AllAD24NoVeh Number of vehicles. All vehicles, All days, 24 hours ie

day and night combined.

72 AllAD24Mean Mean speed

73 AllAD24Per85 85th percentile speed

74 AllAD24StdDev Standard deviation

75 AllAD24Mode Modal speed

76 AllAD24Min Minimum speed

77 AllAD24Max Max speed

78 AllAD24ExceedSPLMT Percent of vehicles exceeding speed limit(SL)

79 AllAD24ExceedSPLMT>=+10 % exceed SL by 10km/h or more



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Table F9: Short wheelbase

No . Field

1 ID No

2 Survey No

3 NumDirections

4 Direction

5 SWDDNoVeh

6 SWDDMean

7 SWDDPer85

8 SWDDStdDev

9 SWDDMode

10 SWDDMin

11 SWDDMax

12 SWDDExceedSPLMT

13 SWDDExceedSPLMT>=+10



16 SWDNNoVeh

17 SWDNMean

18 SWDNPer85

19 SWDNStdDev

20 SWDNMode

21 SWDNMin

22 SWDNMax

23 SWDNExceedSPLMT

24 SWDNExceedSPLMT>=+10



27 SWEDNoVeh

28 SWEDMean

29 SWEDPer85

30 SWEDStdDev

31 SWEDMode

32 SWEDMin

33 SWEDMax

34 SWEDExceedSPLMT

35 SWEDExceedSPLMT>=+10

36 S WEDExceedSPLMT>=+20

37 SWEDExceedSPLMT>=+30

38 SWENNoVeh

39 SWENMean

40 SWENPer85

41 SWENStdDev

42 SWENMode

43 SWENMin

44 SWENMax

45 SWENExceedSPLMT

46 SWENExceedSPLMT>=+10



49 SADDNoVeh

50 SADDMean

51 SADDPer85

52 SADDStdDev

53 SADDMode

54 SADDMin

55 SADDMax

56 SADDExceedSPLMT

57 SADDExceedSPLMT>=+10



60 SADNNoVeh

61 SADNMean

62 SADNPer85

63 SADNStdDev

64 SADNMode

65 SADNMin

66 SADNMax

67 SADNExceedSPLMT

68 SADNExceedSPLMT>=+10



71 SAD24NoVeh

72 SAD24Mean

73 SAD24Per85

74 SAD24StdDev

75 SAD24Mode

76 SAD24Min

77 SAD24Max

78 SAD24ExceedSPLMT

79 SAD24ExceedSPLMT>=+10



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Table F10: Medium wheelbase

No. Field

1 ID No

2 Survey No

3 NumDirections

4 Direction

5 MWDDNoVeh

6 MWDDMean

7 MWDDPer85

8 MWDDStdDev

9 MWDDMode

10 MWDDMin

11 MWDDMax

12 MWDDExceedSPLMT

13 MWDDExceedSPLMT>=+10



16 MWDNNoVeh

17 MWDNMean

18 MWDNPer85

19 MWDNStdDev

20 MWDNMode

21 MWDNMin

22 MWDNMax

23 MWDNExceedSPLMT

24 MWDNExceedSPLMT>=+10



27 MWEDNoVeh

28 MWEDMean

29 MWEDPer85

30 MWEDStdDev

31 MWEDMode

32 MWEDMin

33 MWEDMax

34 MWEDExceedSPLMT

35 MWEDExceedSPLMT>=+10



38 MWENNoVeh

39 MWENMean

40 MWENPer85

41 MWENStdDev

42 MWENMode

43 MWENMin

44 MWENMax

45 MWENExceedSPLMT

46 MWENExceedSPLMT>=+10



49 MADDNoVeh

50 MADDMean

51 MADDPer85

52 MADDStdDev

53 MADDMode

54 MADDMin

55 MADDMax

56 MADDExceedSPLMT

57 MADDExceedSPLMT>=+10



60 MADNNoVeh

61 MADNMean

62 MADNPer85

63 MADNStdDev

64 MADNMode

65 MADNMin

66 MADNMax

67 MADNExceedSPLMT

68 MADNExceedSPLMT>=+10



71 MAD24NoVeh

72 MAD24Mean

73 MAD24Per85

74 MAD24StdDev

75 MAD24Mode

76 MAD24Min

77 MAD24Max

78 MAD24ExceedSPLMT

79 MAD24ExceedSPLMT>=+10



page 26

Table F11: Long wheelbase

No. Field

1 ID No

2 Survey No

3 NumDirections

4 Direction

5 LWDDNoVeh

6 LWDDMean

7 LWDDPer85

8 LWDDStdDev

9 LWDDMode

10 LWDDMin

11 LWDDMax

12 LWDDExceedSPLMT

13 LWDDExceedSPLMT>=+10



16 LWDNNoVeh

17 LWDNMean

18 LWDNPer85

19 LWDNStdDev

20 LWDNMode

21 LWDNMin

22 LWDNMax

23 LWDNExceedSPLMT

24 LWDNExceedSPLMT>=+10



27 LWEDNoVeh

28 LWEDMean

29 LWEDPer85

30 LWEDStdDev

31 LWEDMode

32 LWEDMin

33 LWEDMax

34 LWEDExceedSPLMT

35 LWEDExceedSPLMT>=+10



38 LWENNoVeh

39 LWENMean

40 LWENPer85

41 LWENStdDev

42 LWENMode

43 LWENMin

44 LWENMax

45 LWENExceedSPLMT

46 LWENExceedSPLMT>=+10



49 LADDNoVeh

50 LADDMean

51 LADDPer85

52 LADDStdDev

53 LADDMode

54 LADDMin

55 LADDMax

56 LADDExceedSPLMT

57 LADDExceedSPLMT>=+10



60 LADNNoVeh

61 LADNMean

62 LADNPer85

63 LADNStdDev

64 LADNMode

65 LADNMin

66 LADNMax

67 LADNExceedSPLMT

68 LADNExceedSPLMT>=+10



71 LAD24NoVeh

72 LAD24Mean

73 LAD24Per85

74 LAD24StdDev

75 LAD24Mode

76 LAD24Min

77 LAD24Max

78 LAD24ExceedSPLMT

79 LAD24ExceedSPLMT>=+10



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40 km/h speed limits in high volume pedestrian areas